THE BRITISH OVERSEAS RAILWAYS HISTORICAL TRUST   A UK Registered Educational Charity

Moore's Monthly Magazine (1896)

Number 1 (January 1896)

Conversion of Great Western Railway engines. 1
At Swindon Works the No. 69 class of 6ft. 6in. single express engines, originally designed by Gooch, had been converted into . four-coupled engines by Dean, by the addition of a large pair of trailing wheels coupled to the drivers by fluted side rods. These engines had been named.

New engines for Taff Vale Railway. 1
The Vulcan Foundry Co. were building new six-coupled, eight-wheeled, side-tank locomotives [0-6-2T], with radial boxes to trailing wheels, which will probably be used in the heavy mineral service of this Company.

A luxurious railway train. 1.
Claim that Pennsylvania Limited was the most handsome and perfectly equipped railroad train running in public service. It comprises Pullman drawing-room sleeping-cars of latest construction, a dining-car containing all the luxuries of a first-class restaurant, lady's boudoir accompanied by a lady's maid, a library and smoking-car, a barber's shop and bathroom. The  whole train was lit by electricity, generated by a dynamo and steam engine in the luggage car, though an accumulator system is intended for the future, and it is heated by an approved method of steam heating.

Coal guard for L. & N. W. Railway tenders. 1.
It appears that the coal capacity of the L. & N. W. tenders had been found insufficient, as several engines, both simple and compound, had their tenders fitted with guard rails around the coal space.

The Jubilee of the Belfast and Northern Counties Railway. 2-4. illustration
Illustration and main dimensions of two-cylinder compound No. 33 Glengorm Castle. The standard goods engines are also two-cylinder compounds with six coupled wheels, and were likewise built by Beyer, Peacock, & Co. Before concluding, mention should be made of the narrow gauge express—the Derry Mail, which runs up and down the steepest gradients, and round innumerable sharp curves, and was booked to cover the 25½ miles from Ballymena to Larne Harbour, without stopping, in one hour, but frequently performed the journey in less time.

A long run on the G.E.R. 4.
Liverpool Street to Cromer non-stop achieved at an average speed of 47 mile/h. The same locomotive (No. 1006) performed the up journey non-stop

New express locomotive for the Manchester, Sheffield and Lincolnshire Railway. 5-6. illustration
4-4-0 No. 694

The late Mr. P. Stirling. 6
Celebrated by a complete listing of his bogie singles.

Number 2 (February 1896)

An eight-footer of fifty years ago. Supplement to February Issue
Description see

Fastest train in the world.  9.
There was no greater bone of contention among railway men than that presented by the rival claims for this honour. For a long distance run, however, the New York Central appeared to hold the record then. They had accelerated their famous Empire State Express so that it performed the journey of 440 miles (New York to Buffalo) in 8¼ hours, making an average of 53.3 miles per hour; this is nearly a mile an hour faster than the London to Edinboro' run of the East Coast Companies' Aberdeen express, 393 miles in 7½ hours, or 52.4 miles per hour. All stops included in both cases. If the British Companies wish to take the lead they must run their trains regularly in 7¼ hours.

The London, Brighton, and South Coast Railway, 9
Had in hand at Brighton Works six new 4-coupled bogie tank engines of similar design to the 363 class already constructed.

Notes on new L.& S.W. Railway engines. 9
The last of these (677 class) had several new features as compared with the 577 class of 1890. The outside framing had been carried higher, and now runs from the cylinders to the cab at nearly the same height as the curved portions originally did to clear the coupling rod ends. Very small splashers were provided for these, whilst those over the bogie wheels had been dispensed with. The smoke-box is larger and the front is now pressed with a small radius similar to Holden engines on the G. E. Railway, which looked very neat. A cast-iron chimney replaced the built-up ones, and altogether the front of the engine had a much smarter appearance. In painting, the Company's coat-of-arms was on the driving splasher in place of the rather awkward looking monogram originally placed there. The piston-rod is no longer continued through the front cover. A railing very similar to that on the Midland tenders was provided, and a similar railing was being put round the bunkers of several tank engines. See also next Issue.

The Western Railway of France. 9
Were building ten-wheeled express engines which promised to be very fine and powerful. They had 6-coupled drivers with a leading bogie, and the boiler will be placed very high. Two of these engines will be three-cylinder compounds with 200 lbs. pressure. The Northern and Southern Railways are both building some new 4-cylinder compounds with the centre line of boiler just over eight feet above the rails.

The Great Western Railway Company. 9
Completed a further portion of the doubling of the Cornwall Railway between St. Germans and the Tresulgan Viaduct. There now only remains the reconstruction of the Tresulgan and Treviddo Viaducts to complete the double road between St. Germans and St. Austell, a distance of 30 miles. This opportunity has been taken to increase the radius of some of the worst curves.

The development of long distance running. 10
The Race to the North appeared to stimulate the British Railway Companies to increase the number and length of their long distance runs, and also to perform those they had done before at a higher rate of speed. Twenty years ago the Great Northern began running the up and down day Scotch Expresses between London and Grantham without stopping, and for years this remained the only 100 mile run in Britain, although the number of trains performing it was gradually increased. In 1885 the North Eastern entered the list by running a the down night Scotch Express from Newcastle to Edinburgh, and then came the Midland, which, after Johnson's single bogie engines had been put on the road, ran from London to Nottingham without a stop. So far the London & North Western, in spite of the great advantage they possessed in the Ramsbottom water troughs and scoops, made no regular run of 100 miles, although in 1862 they had run a special from Holyhead to Euston in five hours with only one stop at Stafford. The Race to Edinburgh in 1888, however, urged them to make what was then, and is now, the longest daily-performed run in the world, viz., from Euston to Crewe, 158 miles. At the same time the Caledonian ran from Carlisle to Edinburgh, 100½ miles. The latter run continued to be made during the summer months, when the Edinburgh and Glasgow portions of the down day express ran separately, but in the winter months a stop is made at Strawfrank Junction to divide the train. The Caledonian Company, however, now have a longer run than this, the 8 p.m. ex Euston running through from Carlisle to Stirling, 117½ miles. The L. & N.W. Railway, too, which in the Race to the North ran from Crewe to Carlisle without a stop, now made this run nightly, and the Wigan to Carlisle run, which for several years they have done in the summer months, is now also done every night.
After the opening of the Bournemouth direct line, the L. & S. W. Railway much improved their service to that town, and since I 892 have run through from Waterloo to Christchurch, 104½ miles. Previous to last year the Great Western Company were hardly in a position to run 100 miles without stopping, but by the purchase of the Swindon Hotel and Refreshment Rooms they were no longer under an obligation to stop at that station, and having also put down water troughs they began, on 1 October 1895, to run the up and down Cornish Express from London to Bristol, and the up and down South Wales Express from London to Bath, without stopping, while since 1 January 1896, they had run the 08.30 ex Swansea from Newport to Paddington, 143¼ miles, and have likewise increased the number of runs between London and Bath. The following is a complete list of all the runs of 100 miles and upwards without a stop now made in Great Britain, from which it will be seen that there are no less than 34 such runs made daily which average 113½ miles each.

* Denotes runs on which water is taken up on the road.
But it is not only the length of run which has increased. For a long time the few 100 mile runs which were made were done at a lower average speed than shorter runs by the same companies, but it has now been conclusively proved that high speeds can be maintained for long distances equally well as for short.
In 1875 the 10 a.m. ex King's Cross stopped five minutes at Peterboro' and reached Grantham in 2h. 17m. Then, when the Peterboro' stop was first cut out, the time allowed to Grantham was 2h. 10m., shortly afterwards reduced to 2h. 9m., at which it remained until 1888, when it was further cut down to 2h. 4m., then to 2h. 2m. after the Race to Edinburgh, and last year to 2h. 0m., whilst the 8 p.m. ex King's Cross is now only allowed 1h. 56m.
Again, when the North Eastern first began to run from Newcastle to Edinburgh 2h. 55m. were allowed, and the time was 2h. 39m. up to last year, when it was reduced to 2h. 20m. as a result of the Race to the North. Similarly, the Caledonian run from Carlisle to Stirling, originally allowed 2h. 30m., is now timed to be done in 2h. 16m. We have dealt above only with those runs which have been regularly performed. Three special runs made last year should, however, be mentioned, as showing what more can be done if necessity anses.
( r.) On Sunday, 8 September, the L. & N. W. Railway engine 1306 Ionic ran a special from Euston to Carlisle, 299¼ miles, without stopping, in 353 minutes. This is the longest run ever performed in this country.
(2.) On the morning of Friday, 23 August the Caledonian engine 90 ran the West Coast Racer from Carlisle to Perth, 150¾ miles, in 149 minutes. This is the longest run ever performed without taking up water on the road.

New four-coupled bogie engines for the Great Western Railway. 11-12. illustration
Dean 4-4-0 for the South Devon and Cornwall banks: No. 3259 Pendennis Castle illustrated

Our Supplement; "An eight-footer of fifty years ago". 12.
See supplement (missing from NRM copy), but was an 1848 "talbo-type" photograph of a Norris Crampton for the Camden & Amboy Road

The colours of locomotives, carriages, and wagons. 12-13.

Reviews. 13-14.

British locomotives. C.J. Bowen Cooke. Whittaker. 13-14. 2 illustrations
In British Locomotives we have the advantage of having a subject especially interesting to us dealt with by a locomotive engineer attached to one of our chief lines, viz., the L. & N. W. Railway. Few writers could have better means of securing reliable information on British locomotives than Bowen Cooke. The history of the locomotive he gives in chapters 1 and 2, concluding with the extraordinary engines constructed by the L. & N. W. and G.W. Railways at the time of the battle of the gauges. Next the erection of a modern engine is described, and the various points in particular builds set forth. Separate chapters are devoted to valve gear, erecting-shop notes, boilers, brakes, etc ; and a feature of great service to our readers is the complete list of L. & N. W. Railway engines given in Tables A and B. This alone will justify the addition of Cooke's book to the bookshelf of all interested in railway locomotives. The volume is beautifully illustrated throughout, no less than 32 blocks showing standard types being given in the chapters on modern locomotives. Specimens are appended. A new block should have been secnred for the G.E. Railway single express, as the number of the engine represented has now been changed from 789 to 780, and the style of painting improved. The economic running of locomotives is another important detail of the book. and the figures given relating to Webb's compounds and other L. & N. W. Railway engines, cannot fail to secure a large circulation for the second and revised edition of British Locomotives. Second illustration on page 14 of 4-4-0 caption states G. & S.W.R., but should be G.S. & W.R  See Errata page 17.

Model engine construction. J. Alexander. London: Whittaker & Co. 14
Contains full instructions and detailed drawings for constructing models of stationary, locomotive, and marine engines. The author judiciously chooses for his examples a class of model which, whilst not being absolute counterparts of the full-sized engines, are easy to construct by amateurs, look well, and work satisfactorily. It is a well-known fact that an exact model to scale of a modern railway locomotive is practically unworkable; this is due to several causes, the chief being the great friction of so many moving and working parts in such a small machine, and the difficulty of keeping up steam in a boiler quite out of proportion when working under ''model conditions" Mr. Alexander devotes three chapters to locomotives and railways. In chap. 8 he describes and illustrates minutely the construction of a four-wheels coupled, outside cylinder, bogie express with tender, and in chap. 9 a four-wheels coupled bogie tank engine, as represented in the accompanying specimen wood-cut, also a single driver express and a six-wheels coupled tank engine, all with outside cylinders to simplify construction as much as possible; the adoption of inside cylinders, with their accompanying crank axle, and compact location of parts, must of necessity considerably add to the work, expense, and weight in making a model. We should like to see  Alexander in a future edition adopt a more railway-looking chimney for the locomotives. Tools, lathes, the action of steam in the cylinder, valve gear (including Joy's), painting and finishing the engines, model carriages, and smtable permanent way are all carefully gone mto, and we cordially recommend this book of reference to all of our readers who may at present be model-making or contemplate this interesting pastime in the future.

Martin's model engine catalogue for 1896. 14
It is handsomely illustrated, and contains a mass of information invaluable for amateur model-makers. Although many of our friends naturally feel prouder of a model when of their own manufacture, it is clear they cannot set up a brass foundry to make the necessary castings for one model engine, and even if they make the patterns themselves and go to a local brass founder for the castings they will probably pay considerably higher and not have such convenient castings as if they bought direct from a firm who make these goods a speciality. The small fittings, too, must of necessity be troublesome and costly for an amateur to make. Martin's list contains particulars of screws, bolts, steam fittings, tools, etc., as well as model locomotives from toys 57#189;-in. long to their splendid representation of the famous G.N. Railway 8ft. singles, 1in. to 1 foot. For this latter they undertake anything, boring cylinders, turning wheels, making boiler, etc., so that any intending maker can see at once how much he can do himself and how much he thinks it best to have done for him.

Correspondence. 14.

Full list of G.W. Railway engines of Achilles class. Names and numbers of the first 20 built, and we understand 10 more of this class are now being put in service :

Number 3 (March 1896)

The result of a misunderstanding. Supplement.
See also description of railway accident at Sevenoaks on 7 June 1884

Railway notes. 17

L & S. W. railway engines. 17
In our last issue we noted certain alterations in the new 7-ft. 1-in. coupled engines (677 class) as compared with the previous (577 class). We now have to record that some new 6-ft. 7-in. coupled engines have come out (657 class), which when compared with the 557 class of 1892 show all the alterations which were noted respecting the 677 class, and, in addition, the brass beading round the splashers has been done away with, and a new pattern of number plate has been adopted, which is very similar to that in use on the Caledoman Ratlway, bemg of solid brass with the lettering engraved on it. The wording on the number plate is merely "South Western Railway," together with the number, and on the sides of the tender is "S. W. R." only, in very large characters.

G.W.R. single bogie engines. 17
Some alterations have been effected in the names of these engines. No. 3027 has been changed from Thames to Worcester and No. 3035 from Bellerophon to Beaufort.

New tank engines on the G.E.R. 17
This company has completed at their Stratford Works twenty new condensmg tank engmes for the Enfield, Palace Gates, and Walthamstow services, Nos. 377 to 396. These arc similar to the last lot put on these services, with the exception of the railings round the coal bunker, which have been rendered necessary by the constantly increasing· frequency of the trains, and consequent reduction of interval between them avatlable for takmg coal.

[US 4-4-0s]. 17
Referring  to the new engines for the Caledonian Railway described and illustrated on another page, we have received a communication from Norman D. Macdonald, in which he compares thts latest example of British practice with the newest American Philadelphia and Readmg Railroad 4-coupled compound express locomotive No. 694 : Drivers, 6-ft. 6-in.; cylinders, H.P. 13-in. by 24-in., L.P., 22-in. x 24-in. Cleveland, Cincinnati, Chicago, and St. Louis Railroad 4-coupled express locomotive No. 201 : Drivers, 6-ft. ; cylinders, 20-in. x  24-in. Chicago, Burlington, and Quincy Railroad 4-coupled express locomotive No. 590: Dnvers, 7-ft.; cyhnders, 19-in. x 26-in. New York Central and Hudson River Railroad 4-coupled express locomotive No. 903 :Drivers, 7-ft. 2-in.; cylinders, 19-in. x 24-in.

Errata. 17.
We have to thank our readers for calling attention to two slight errors which occurred in our last issue. On p. 10, in the table of long runs without stop, the number of trains performing the G.W.R. run from Newport to Paddington should have been stated as "1 up" instead of "1 down." Also on p. 14 the title under the block of No. 62 engine should have read Bogie Express Engine G. S. & W. Railway," not " G. & S. W. Railway."

F.S. Hollandsche. The locomotive history of the London, Brighton, and South Coast Railway. 18-19
The history of the locomotives on various railways has frequently formed the subject of inquiries in different railway and engineering journals, and in numerous cases it has been impossible within the space available for such purposes to give complete answers to these questions, some of which have related to modern locomotives, whilst a great many have referred to older engines.
In view of the demand thus evinced for information of the character we have stated, we have thought it desirable to present our readers with a history, as complete as can be obtained, of the locomotives of the London, Brighton, and South Coast Railway. Before entering on this it would, perhaps, be advisable to give a brief account of the line from London to Brighton, or in reality that portion of it between London and Redhill, as it may prove of interest.
The L.B. & S.C. Railway (formerly known as the South Eastern Brighton Railway) originated with the London and Croydon Atmospheric Railway. The site, bed, and ground of this line were originally the property of the Croydon Canal Company, but in I835 the canal not having proved a success was converted into an atmospheric railway. As a matter of fact, West Croydon Station now actually stands on the original site of the basin of the old Croydon Canal, and portions of the old canal and towing-paths are still visible at Anerley and in the neighbourhood. Between New Cross and Forest Hill there were five locks; this difference in level accounts for the somewhat heavy bank on the railway of 1 in 100, known as the New Cross bank. The length of this incline is 2 miles 58 chains.
One of the six rival schemes for the line of the Brighton Railway, as originally planned by George Stephenson, was to run through Epsom, Leatherhead, Dorking. Horsham, and Shoreham, having a London Terminus at Vauxhall Bridge. However, the House of Lords rejected the Bill in 1837,owing to the South Eastern Railway (then the South Eastern Dover Railway) having previously obtained their Act to construct a line to Dover via Reigate Junction or Redstone Hill, now Red Hill. The Lords adduced as a reason that the South Eastern Dover Railway already went twenty miles of the way to Brighton, and had been obliged to use this route; for when an application in 1836 was made for a line from London, the promoters of the company were entirely nonplussed by the action of the Speaker of the House of Commons, who remarked "that no second outlet for a railway would be allowed to the South." The termination of this Parliamentary struggle was that the Brighton Company was forced to make a line f:rom Norwoocl Junction to Brighton through Red Hill, and. to sell, transfer and relinquish one half of the line ''as shall be at or to the northward of the point which the junction of the said South Eastern Railway with the said London and Brighton Railway as shall be so authorised . . . . so that they may henceforth form a part of the South Eastern. Railway and not of the said London and Bnghton Railway." The consideration for ,thts transfer was the repayment by the South Eastern Railway Company to the Brighton Company of all moneys, costs, and expenses connected \nth the works, together with the interest of £5 per cent per annum, making a total of £300,000. This joint line is 12 miles 5 chains in length.
At the present time the Brighton Company have under construction a new line between South Croydon and Earlswood, which they have at .last succeeded in obtaining. This new route wtll relieve them from the hindrance to traffic caused by running over the same rails as the South Eastern trains , and involves the reconstruction and rearranaement of East Croydon Station, and the widening of the line from that station to South Croydon.
The new line begins at South Croydon and runs parallel to the existing main line on the west side to near Coulsdon. Its length is 3 miles 5 furlongs and 110 yards. It proceeds from Coulsdon southwards, on the western side of the existing lines, and in order to avoid interference with the Coulsdon Station of the South Eastern Company, diverges to the westward, where it will be carried in covered way, and across two heavy bridges over the Brighton main public road. It will then cross the existing South Eastern and Brighton lines by a long bridge to the eastern side, pass through a deep chalk cutting, and a long tunnel through Lord Hylton's property, cross Holmesdale Valley, and under the Tunbridge line (S.E.R. by tunnel and covered way to a junction with the Brighton main line between Red Hill and Earlswood Stations. The length of this section is much longer—namely, 6 miles 5 furlongs, making a total of 10 miles 2 furlongs 110 yards.
Let us now return to the formation of the old line. The line from London Bridge to Corbet's Lane Junction was the property of the London and Greenwich Railway, and from Corbet's Lane Junction to Norwood Junction (formerly called Dartmouth Arms Station) was the property of the London and Croydon Railway. To both of these companies the Brighton Company had to pay a toll of 3d. for each passenger carried over their lines. In 1840 the line was widened from Corbet's Lane Junction to London, in consequence of the great increase of traffic due to the line being used by each of these companies. On the joint line the trains belonging to the Brighton Company stop at the stations on the northern half, and those of the South Eastern Company at the stations on the southern half of the line, but Purley (formerly Caterham ] unction), although on the South Eastern Company's portion, the trains of both companies use. It was originally an exchange station for the Caterham Valley Branch belonging to an independent company, but an arrangement was contracted between the two companies· for the joint use of the station.
\Ve might mention that the original gauge ofthe Brighton line ,,·as 4 feet 9 inches. The following table shows the dates of the opening and mileage of the Main Lines and principal branches of the Company :-

* Now Ford Junction
§ Previously worked by Contractor.
¶The Brighton and Dyke Railway Company.
It  wiill be noticed from the foregoing list that the line from Brighton to Shoreham was opened for traffic before the main line from London was completed.

Great Northern single express engines. 19-20. illustration
Recording the death of P. Stirling in our January issue we published a list ofthe G. N. R. 8-ft. singles, and we now supplement the information there given with an illustration and complete list of the 7-ft. 6-in. singles on this railway. These were of two classes, both of which had inside cylinders; the older class, of which there was only one, being really the same as Stirling's 7-ft. singles, but with driving wheels 6-in. larger, whilst the newer class is a larger and heavier type, of which there were 23 engines, as follows:

No. 92 had cylinders 17½-in. by 24-in., whilst the others had cylinders 18½-in. by 26-in., with the exception of 871 to 875, the cylinders of which were only 18-in. by 26-in. The above engines, together with the 53 8-ft. singles previously mentioned, constituted the Great Northern stud of express engines, 77 in all, with which practically the whole of their fastest trains were worked. It is perhaps not generally known that the earlier 8-ft. singles had smaller trailing wheels (4-ft. as against 4-ft. 6-in.) than the later ones, which differed in several small details and are somewhat heavier. The carrying wheels of all the 7-ft. 6-in. singles were 4-ft.
\Ve append the weights in working order of the several classes :-

It may be mentioned that, during the race to Edinburgh in 1888, it was one of the 7-ft. 6-in. singles which made the fastest time between London and Grantham, No. 233 accomplishing the 105¼ miles on 25 August in 105 min., but the Grantham to York record was made by an 8-ft., No. 775 doing the 82¾ miles in 88 min. on 24 August.
In the more recent race of last year the record for both sections was credited to the 8-fts., for on the night of 21 August No. 668 surpassed No. 233's time of seven years previous, between London and Grantham, by 4 min., whilst No. 775 beat her own record from Grantham to York by performing the distance in 76 min.

The colours of locomotives, carriages, & wagons. 20-1
Continued from page 13. Engines of the Great Western Railway painted chrome green, the shades adopted varying with the works at which the engine was constructed. Express and passenger engines built at Swindon were painted a lighter green than the goods and tank engmes turned out of the same shops, while engines from Wolverhampton assume quite a blue green. The striping of the engines also differ, Swindon engines having a black band of medium width with a very fine yellow line on either side, but Wolverhampton engines a fine white line in place of the yellow. The framing and splashers of all engines are a dark red brown, edged round with a narrow black border with a fine yellow line inside it. The domes and safety valve casings are bright brass, as also is the chimney top; this latter on Swmdon-built engines is of a bell-top pattern, whereas Wolverhampton engines have a moulded top. The buffer beams are vermilion edged round black and fine yellow- line. The interior of the cabs is painted vermilion to about the height of the splashers, then green above, edged round  with black and fine yellow line. Altogether the G. W. Railway engines are handsomely painted, and being kept very clean always boast of an imposing appearance. The splashers of the 3001 class of single bogie express engines are further decorated with the arms of the G. W. Railway surrounded by a garter cast in relief and painted up in true heraldic fashion, and on either side of this the crests of London and Bristol respectively, also in relief. On other express engines the coat of arms is ''transferred" on the driving splasher. Number plates are of brass, raised figures, with a background of black with fine yellow line round the inside.
The carriages are painted a light brown umber on the lower panels with black margins, a yellow line being run round on the edge; the upper panels are cream colour with a fine brown line drawn round inside. The lettering on the lower panels, doors, etc, is in yellow, shaded black, whilst the numbers which appear along the upper portion are in yellow, shaded with brown. The underframe is painted black. Horse-boxes, carriages, trucks, etc, are painted a light brown umber all over, with lettering in yellow, shaded with black. A light red colour is adopted for the wagon stock with white lettering, but the goods brakes are a dark grey.
The next railway on our list is the Midland. About 1884 the bright green of this Company's engines was replaced by the present dark red, on the score of economy. All the engines are painted the same colour, but the lining slightly varies. The passenger engines and most of the goods have a black band with a yellow stripe on either side, the band being drawn with rounded corners. On some of the tank engines the black band is omitted and the yellow lines are drawn quite square, whilst on others the band and lines are dispensed with, and the tank, splashers, cab, etc are simply panelled round with black and a yellow line run on the inner edge. The interior of the cab is painted and grained a light colour, and edged round on the express engines with black, having a white line inside it. The buffer beams are vermilion, with the letters M. R. in gold shaded with blue. The numbers are put on in separate solid figures of brass, while the letters M. R. on the tender are in gold shaded with blue. The domes are painted, but the safety valve casings are bright brass. Midland carriages are dark chocolate red, panelled round with black, the inner edge of the panels being run round ,,·ith a gold stripe having a fine vermilion line on either side. The lettering is in gold shaded with red. The underframe is painted black with a gold stripe and thin vermilion line. The sleepers are rather gaudily painted in dark umber brown with profuse decorations in gold and scarlet, with gold lettering shaded with light blue, grey, and white.
For the wagon stock the Midland use a light grey with large white letters, and underframes in black.

New four-coupled express engine for the Caledonian Railway. 21-2. illustration
This very striking engine has been built to the design of J.F. Mclntosh, locomotive superintendent, whom we have to thank for the particulars. Compared with the previous four-coupled express engines on this railway, the most noticeable difference is in the boiler, which, though of the same length of barrel, 10-ft. 3½-in., is 17/8-in. larger in diameter, its mean being 4-ft. 81/8-in., whilst it is pitched 6-in. higher, the centre line being 7-ft. 9-in. from the rails. The firebox is also somewhat larger, being 6-ft. 5-in. in length, by 4-ft. 0½-in. in width at bottom outside. The number of tubes has been increased to 265, giving a heating surface of 1285 ft²., whilst that of the firebox is 119 ft²., making a total heating surface of 1404 ft².. The grate area is 20.6 3 ft².. The cylinders have been increased to 18¼-in. diameter, the stroke remaining at 26-in., the distance between centres being 2-ft. 3-in. The working pressure is 160 psi, and the weight in working order is : Engine 46 tons 19 cwt. 3 qrs. Tender 39 tons 1 cwt 2 qrs, Total 86 tons 1 cwt 1 qr, The tender has a water capacity of 3570 gals. The engine is fitted with the Westinghouse automatic brake, and it will be noticed that the brake blocks are applied in front of all wheels instead of in front of the trailing and behind the driving, as has beet) the usual practice on this railway. The first engine of this class, No. 721, has been put to work, and is named Dunalastair, after the residence of J.C. Bunten, one of the Caledonian directors. See also comparison with US 4-4-0s

Our supplement. The result of a misunderstanding. 22
Pllate illustrates a mishap on the South Eastern Railway at Sevenoaks which occurred on the morning of 7 June 1884, as the result of a misunderstanding between the signalmen at Hildenborough and Sevenoaks.
On this occasion the 10 p.m. up goods from Folkestone, due at Scvenoaks at 12.30 a.m., and consisting of engine, tender, front and rear brake vans, and 34 loaded wagons, was drawing slowly up to the water column, when it was run into in the rear at about 1.35 a.m. by the 6 p.m. up goods from Deal, due to pass Sevenoaks at 12.40 a.m., and consisting of 2 engines and tenders, front and rear brake vans, and 38 loaded  wagons. The Deal goods is believed to have been running at a speed of nearly 25 miles per hour ; and the rear van of the Folkestone train and the two wagons next in front were completely smashed to pieces. The rest of the train was driven forward in two portions for about 600 yards, several wagons and the front van being damaged.
The leading engine of the Deal train, old No. 1, driven by John Ware, who, together with his fireman, was killed on the spot, was much damaged ; but although off the road, did not fall over. No. 1 's tender and the train engine No. 294 reared up and fell over on their left sides, across the up platform, but 294's tender, though off the road, remained upright. The front van fell partly over, and two or three wagons behind it were off the line and damaged.
Alfred Chapman, the driver of 294, together with his mate, went over with their engine, but escaped injury.

Reviews. 22

Engine driving life. .Michael Revnolds.London: Crosby Lockwood & Co.
To all interested in railway engines and trains the ups and downs in the lives of drivers and firemen as set forth in this work will form most entertaining reading. The travelling public are apt to think too little of the men to whom they so often entrust their lives; and few, we venture to sav, are aware of the rough and hard experiences these men go through on their way to the footplate. Numerous curious and exciting anecdotes are given, with thrilling narratives of accidents to drivers, many happening during the early days of railways, when mistakes in signalling, combined with careless and primitive systems of working, conduced to many lamentable catastrophes. We would recommend further revision of the latter chapters, where the advantages of automatic continuous brakes are urged as against the non-automatic in use at the time of the original writing of the book. All the pros and cons of the arguments are now matters of history, as every passenger train in the United Kingdom is now by Act of Parliament fitted with a satisfactory automatic continuous brake. The chapter on remedies and instructions to be observed in cases of accident should be studied by every railway man. In no sphere of life is a knowledge of how to deal with the wounded more necessary than on the railway. Although the earlier editions of Mr. Reynolds's book must have already had an enormous sale, we confidently anticipate a larger success for the newer issues.

Correspondence. 22

H. Coles wishes to know if we have anv direct evidence of No. 999 of theN. Y. C. & H. R. R.having made 112 miles in a hour on the New York to Buffalo run. — nor has anyone else. Coles is mistaken as to the claim. It is stated that a speed of 112.5 miles per hour was reached on one trip, but only for one mile, which was covered in 32 secs. at a point between Looneysville and Grimesville, with a descending grade of 15 feet per mile. The same Railroad (N.Y.C.) attempted to break all records last year, and on 11 September ran a special trip, New York to East Buffalo, 436.32 miles in 6 hours 52 minutes. On the second stage of this run, Albany to Syracuse, No. 999 took the train, which was made up of four cars weighing 361,000 lbs., and it only succeeded in making a maximum of 81 miles per hour, a figure far short of the reputed 112.5 miles per hour.

Number 4 (April 1896)

Railway notes. 25

[Paris Orleans Railway]. 25
Anticipated time of 7 hours for Paris to Bordeaux (359 miles)

G.W.R. locomotives, "Sir Alexander" class.  25
No. 1119 fitted with new standard tender with water pick-up and engine fitted with new axleboxes and named Prince of Wales. "We understand" company intended to run through to Leamington Spa in coming summer

The Little Bytham accident. 25
The engine of the up Leeds express, the rer vehicles of which left the rails on 7 March 1896 was GNR 8ft sibgle No. 1003. "Some changes may be expected in this companies locomotives": domes on the boilers.

The end of an old Midland single. 25
No. 149A then in use as stationary boiler at West India Docks.

Mishap on the L.T. & S.R. 25
On 10 March 1896 No. 25 Stifford broke an axle just after passing Gas Factory Junction. The line was blocked for two hours and GER trains were diverted via Stratford Market.

Correction. 25
Page 18: textual correction: in 1835 the [Croydon] canal was sold and converted to a railway which opened in 1839. [The atmospheric line was not laid down until 1844]

The locomotive history of the London Brighton and South Coast Railway. 26-7. 3 diagrams (side elevations)
From 1 March 1844 the rolling stock of the Brighton Railway was shared with that of the Croydon Railway and the South Eastern Railway, but the Joint Locomotive Committee was dissolved on 31 January 1847.

Express locomotive, Cambrian Railways. 28. illustration
W. Aston design of 4-4-0 built by Sharp, Stewart & Co. Includes leading dimensions. No. 65 illustrated.

The Felixstowe Railway. 29. illustration
Railway opened on 1 May 1877 and was taken over by the GER in 1879. The railway possessed three Yorkshire Engine Co. 2-4-0T. The coupled wheels were 4ft 7½in diameter and the cylinders 14 x 20in with a heating surface of 617ft². Number No. 0810 is illustrated

The colours of locomotives, carriages, and wagons. 29-30.
Great Northern Railway Ballast wagons are red, whilst the goods' brakes have vermilion ends.
London, Tilbury & Southend Railway. perhaps, the most gaudily painted engines running into London. They are bright green, with tanks, cabs, and bunkers panelled round with a bright chocolate brown, a fine vermilion line running on the inner edge. The corners of this are brought up square within the panel, but with rounded corners is a black stripe with a fine white line on either side. The framing is painted bright chocolate brown, with a black edge and vermilion line, and inside the edging, at a little distance, a yellow line runs round. The boiler barrels are green, with chocolate lagging bands, having a red line to separate it from black stripes on either side edged with white lines. The buffer beams are vermilion, with black border and yellow lines; the numbers are in gold shaded with black, as also is the lettering of the name on the tank side, which is curved over the Company's coat-of-arms. The inside of the cab is painted chocolate brown, as also are the tyres of the wheels. The exterior of the L.T. & S. Railway carriages is varnished teak, with gold letters shaded with red. Wagon stock is painted grey, with yellow letters shaded black, and black underframes, iron- work, &c.· (To be coutinued.)

Reviews. 30

Model locomotive castings. West Ham: Messrs. Martin & Co. 30
In our February issue we reviewed the interesting and complete catalogue of model engines, &c., sent us by the above firm, and we then mentioned the model locomotive castings Messrs. Martin make a speciality of. We have lately had an opportunity of personally inspecting one of these sets for a Great Northern 8-ft. single express, and we were much impressed with the apparent ease with which any amatenr mechanic could make them up. There were 161 pieces, comprising all the working parts of the engine, frames, wheels, cylinders, and fittings, and these, too, all admirably proportioned and cast; in fact, exact reproductions of one of the famous engines on a small scale: even the fire-door had the latch and hinges attached exactly as in the original. With a set of Martin's castings, a lathe, and a little mechanical knowledge, we have no hesitation in saying that any amateur could turn out a very creditable model.

The locomotive: its failures and remedies. Wolverhampton: Thos. Pearce. 30
There are, unfortunately, few books in which the thousand- and-one casualties to which locomotives are liable in their daily runs are practically dealt with. In this little volume, Pearce, himself a G.W.R. driver, goes into many of the failures and their remedies. His advice is given in the form of a catechism in plain driver's parlance, and although some of his explanations may perhaps be thought very elementary to the more professional followers of locomotive engineering, we doubt if the employment of more complicated terms would help young drivers in overcoming the difficulties they are constantly brought face to face with; perhaps the opposite result would ensue, and many of those who will now profit by Mr. Pearce's advice so plainly given, might read the book through and be no wiser at the finish than they were at the commencement if theoretical pro's and cons were introdnced. At the same time we should like to have seen the locomotive treated more generally. The boiler is hardly mentioned by Mr. Pearce, nor does he devote much attention to the running gear, etc. The plates explaining the various positions of the valves and pistons are good, aud we have no doubt the mutual improvement classes now established at so many large railway centres will find them of service.

Correspondence. 30

E. W. Leather.
The "record" from Newcastle to Edinburgh was made by No. 1620, having 7-ft. coupled drivers, and cylinders 19-in. by 26-in.
T. H.
Engineer Manchester is one of the old 6-ft. . singles designed by Mr. Allan, and rebuilt for the use of the Permanent Way Department. The names and numbers have all been taken off, and the plate on the engine merely indicates to which district it is attached.
H.G. Tidey.
The Jeanie Deans class consists of 10 engines, 1301 Teutonic, 1302 Oceanic, 1303 Pacific, 1304 Jeanie Deans, 1305 Doric, 1306 Ionic, 1307 Coptic, 1309 Adriatic, 1311 Celtic, and 1312 Gaelic.
C. M. Doncaster
The statement as to L. & N. W. R. bogies referred to main line engines. We are aware of the tank engines, which, however, were built for the Company as eight-wheeled engines by Beyer, Peacock, & Co. [4-4-0T as per Metropolitan Rly] They were rebuilt at Crewe, with the addition of the coal bunker and trailing axle.
F.H. Petheram
There are 20 engines of the class to which Prince Christian belongs, Nos. 999, 1000 and 1116 to 1133.
C.J. Mawhood.
There are 25 liquid fuel engines on the G.E.R., and their numbers are 61, 63, 65, 66, 67, 69, 72, 73,75,96, 163.193, 211, 213, 215, 216, 217, 240, 241 , 281, 611. 712, 759, 760, and 761. The boiler centre of the 1090 class is 7-ft. 6-in. from the rails.
W. Busfield
The extended smokebox has replaced the spark-arresting chimneys on American locomotives for two reasons. First, as the old arresters were placed above the blast, they baffled the draught, and wen. also soon destroyed, whilst the chimney was awkward to empty. Second, the inferior coal used in the States requires a strong draught, then with a sharp blast and small srnokebox the biting action is too severe, and benefit is derived from the equalising action of the large smokebox. Probably this latter reason has more application to English engines than the former, as all the nettings, &c., used in this country for catching sparks are placed below the nozzle of the blast pipe.
C. Chambers
Much obliged for yours, and list of engines built by the Vulcan Foundry Co. We propose making use of this in an early number.
E. S.
The early engines built by Messrs. Stephenson for America had their front carrying-wheels arranged to pivot, to enable the engines to take sharp curves better, the idea being taken from the large road vans used for carrying goods. These vans are called lorries, trollies, and in Newcastle bogies. Hence the name.
Stafford
Some of the six-coupled tanks, 150 and 327 classes, on the G.E. Railway, have steel fireboxes, and we believe it is now the standard practice to use such on the L. & N. W. Railway engines,

Number 5 (May 1896)

Railway notes. 33

New L. B. & S. C. Railway tank engines. 33
Two of the new engines — mentwned in our February issue — had entered service and numbered No. 393 Woodside and No. 394 Cowfold.

Long distance running. 33
To enable increased distances to be undertaken without stopping, at least two British railways contemplate laying of track tanks [troughs] to take water whilst running. Further, the G.N. Railway, which up to the present have not availed themselves of the Ramsbottom ''pick-up," will in all probability run from London to Doncaster without stopping. A forecast of this is to be noticed in the stabling of two 7-ft. 6-in. singles at York, where hitherto only four-coupled engines have been stationed. These engines, Nos. 239 and 981, now run through to London on Sundays.

Improvements to L. & N. W. Railway engines. 33
It seems to have at last dawned on the L. & N. W. Railway loco. authorities that a cab might be provided on some of their shunting tank engines. We are glad to see that No. 3212 saddle tank has one, and we also note that it has been painted and lined in a similar style to the passenger engines. Great progress has been made with the fitting of coal guards since our first note in January. Few engines on the main line trains are now seen without this provision on the tenders, which has become a practical necessity.

G.W. Railway. 33
Referring to the proposed through running to Leamington, another of the 7-ft. singles, No. 1128 Duke of York has had a new tender provided with water pick-up and improved axleboxes to prepare for this service.

Foreign built locomotives in England. 33
The recent unfortunate accidents to the engines imported for working the Snowdon Railway call to mind the few foreign-built engines brought to this country. In 1840 eight engines were ordered from Norris & Co., of Philadelphia, by Captain Moorsom, for working the Lickey incline on the Bristol and Gloucester Railway, and in 1866 Schneider, of Creusot, secured the order from Robert Sinclair, of the Great Eastern Railway, for ten four-coupled outside cylinder engines, and six single express engines, for that line. Next came the American single named Lovett Eames built by Baldwin's, of Philadelphia, in 1880. This engine made several trips on various English railways, and we hope to give an illustration of it in a future number. These are the only instances we know of, prior to the arrival on our shores of the ill-fated Abt rack railway engines for the Snowdon Railway, built by the Swiss Locomotive Works at Winterthur. [KPJ: Snowdon is in Wales!]

The locomotive history of the London Brighton and South Coast Railway. 34-5. 2 diagrams (side elevations)

The colours of locomotives, carriages, and wagons. 36

Single express locomotives (G.W.R.). 37. 2 illustrations
2-2-2: first eight (Nos. 3021-8) built for broad gauge (Fig. 1), but remainder built for standard gauge. Locomotives listed Swindon WN 1221-40; 1261-70. Running numbers 3001-3030: names listed including changes to Nos. 3017 (originally Nelson) and 3027 Thames. Notes livery change to a lighter green.

Four-coupled bogie engine, N.B.R. 39. illustration
Holmes 4-4-0 for West Highland line: Numbers 55, 394, 395 and 693-701: painted "dark brown"

The locomotive of to-day. 40-1. diagram
Chapter 1: the boiler

The first railway passenger. 42
Crawford Marley who died in Tauranga in New Zealand on 11 February 1896 aged 83 had assisted Joseph Stephenson to get  George Stephenson's Locomotion No. 1 on to the track of the Stockton & Darlington Railway and getting water to fill the boiler and was rewarded with a ride on the engine.

La machine locomotive. Ed. Sauvage. Paris: Baudrey et Cie. 42

Number 6 (June 1896)

Railway notes. 45

Dining cars. 45
GWR starting first class service for sixteen diners on Paddington to Cardiff service. Vehicle was 59 feet long and ran on six-wheel bogies. The Great Northern was serving both first and third class passengers on Leeds services with 65ft long vehicle with Gould couplers

G.W.R. engines. 45
Names of 69 class engines (2-2-2 converted to four-coupled): Nos. 69 Avon, 79 Dart, 71 Dee, 72 Exe, 73 Isis, 74 Thames, 75 Teign, 76 Wye

L.B. & S.C. Railway. 45
New bogie tank engines: No. 395 Gatwick stationed at Battersea and 396 Clayton stationed at New Cross.

New locomotives N.B. Railway. 45
Twelve new locomotives for West Highland line: Nos. 227, 231, 232, 341-6; 702-4: see also p. 39.

Royal Visit to Wales. 45
Cambrian Railways No. 63 repainted for visit to Aberystwyth by Prince of Wales.

The locomotive history of the London Brighton and South Coast Railway. 46-8. 4 diagrams (side elevations)
No. 115 illustrated in Fig. 6: 0-4-2T with 15 x 20in cylinders; 5ft coupled wheels and 770ft² total heating surface. No. 7 was a 2-2-2 designed by J.G. Bodmer with four counter acting cylinders in 1845: tis was replaced by an ordinary piston system and cylinders in 1859. John Gray, locomotive superintendent, specified his patented expansion valve gear on Nos. 49-60 ordered from T. Hackworth in 1846 (Fig. 7). Nos. 56 and 58 were converted to Crampton type similar to Folkestone on the SER: these together with Nos. 49-52  were converted to four-coupled goods engines with 4ft 9in coupled wheels. Subsequently, Nos. 49-51 became 2-4-0Ts. Stothert & Slaughter supplied long boiler 0-6-0 Nos. 112 and 113 with 15 x 24in cylinders and 4ft 9in coupled wheels. Fig. 9 shows Jenny Lind type 2-2-2 supplied by E.B. Wilson Nos. 60-9 with 15 x 20in cylinders, 6ft coupled wheels and 800ft² total heating surface.

Addenda. 48.
There were six not four Clarence Foundry locomotives (Fig. 2) by Bury & Co.

The colours of locomotives, carriages, and wagons. 48-9
The South Eastern Railway painted its freight locomotives black. The Watkin class was painted dark green. Carriages were painted dark lake. Goods vehicles were light red. The Metropolitan Railway had replaced dark blue green with dull red for its locomotives. The numbers were shown in brass characters on the chimney. First class compartments were indicated with the upper portion of the body being painted white. The District Railway painted its locootives dark olive green. The coaches ere varnished wood or dark brown. The Great Eastern originally painted its  passenger locomotives green, but this was replaced by blue. Freight locomotives were black. Carriages were varnished timber or light brown. Wgons ere dark grey.

G.N.R. engines. 49.
The 8ft singles had been fitted with domes.

An old French flyer. 50 illustration
Petiet design for Nord of 1863. Cylinders located at front and rear of locomotive driving 5ft 3in wheels. Six intermediate wheels carried the boiler, but the axleboxes tended to overheat.

Our picture plate. Exchanging the Mail. L.&N.W.R. 50 + plate (page 52)
Photograph taken by A.S. Krausse of two locomotives hauling a northbound Mail train at Boxmoor

Goods locomotive for the Great Eastern Railway fired with liquid fuel. 53. illustration
Holden system with two burners and cylindrical tanks on tender

G.E.R. preparations. 53
Water troughs were being installed at Tivetshall near Ipswich

Correction. 53
The Norris engines were used on the Birmingham & Gloucester Rly not the Bristol & Gloucester as stated

A famous American single. 54-5. illustration, diagram (side elevation)
Lovett Eames locomotive was the 5000th locomotive built by Baldwin in 1880 and was intended for the Philadelphia to Atlantc City run, but failed to achieve the fast schedule. It incorporated a device which could modify the weight available for adhesion on the single driving wheels. It was sold to the Eames Vacuum Brake Company and sent to the United Kingdom; was reassembled at the Lancashire & Yorkshire Railway works at Miles Platting to meet the British loading gauge; was exhibited at Alexandra Palace and auctioned for scrap in 1884. The bell from the locomotive was kept at King's Cross shed.

The locomotive of to-day. 55-7. diagram
The boiler: stays and firebox design

Reviews. 57-8

The London & South Western Railway. G.A. Sekon. Railway Herald

Number 7 (July 1896)

Railway notes. 61

New oil burners on the G.E.R. 61
For the accelerated service to Cromer, which commences this month, twelve more express locomotives had been fitted to burn oil fuel on Holden's patent system, and their tenders provided with water pick-ups. Six of these are of the standard four coupled type, Nos. 762 to 767, and the remainder of the single driver class with a steam pressure of 160 psi, numbered 1004 to 1009.

New G.W.R. engine. 61
We learn that the Great Western Company are building at their Swindon Works a large ten wheeled engine with six drivers coupled, a leading bogie, and inside cylinders. The firebox will be novel for English practice, being shallow, and built to the full width of the engine, resting on the top of the frames in a similar manner to the large shallow fireboxes in America.

New works. 61
The Midland and South Western Junction Railway opened workshops at Cirencester for the repair and renewal of their rolling stock.

New engines on the S.E.R. 61
Four new engines of the standard 7-ft. coupled type built at the Ashford Works during the past half-year, the numbers being 37, 42, 45 and 105. One of the 6-ft. bogie engines, No. 166, appeared painted the new standard green.

N.E.R. locomotives. 61
We learn that at present only two of the new racers mentioned in our last have been built, their numbers being 1869 and 1870. Striking features of these engines are the brass caps on the chimneys, and the clerestory roofs to the cabs.

Fast run on the L.C. & D.R. 61
On Friday,  12 June, a remarkable record was made in connection with a trip to Paris, organised by Davison Dalziel, to witness the race for the Grand Prix. Leaving Victoria Station at 12.50, the Gare du Nord, Paris, was reached at 19.25, thus, allowing for the difference in longitude, the journey between the English and French capitals only occupied 6 hours, 25 minutes, considerably the fastest time on record. The run on the L.C. & D.R. was performed by engine No. 16, Driver W. Stark, who accomplished the distance of 78½ miles between Victoria and Dover Pier in 82 minutes, or at an average speed of 57.2 miles per hour.

G.N.R. locos. 61
Some new 6-wheels coupled goods engines, numbered from 1031 upwards, had been delivered to the G.N.R. from the works of Messrs. Dübs and Co., Polmadie. These locomotives, like their predecessors, had no domes, but an 8-ft. single, No. 93, had been turned out of Doncaster shops rebuilt with a new boiler having a dome on it. There are now two of the 7-ft. 6-in. singles stationed at Retford, Nos. 232 and 238, these two having smaller fireboxes than the rest.

The locomotive history of the London Brighton and South Coast Railway. 62-4. 4 diagrams (side elevations)
 Engine No. 69 was slightly different from the previous engines of this class. The diameter of the driving wheels was increased to 6-ft. 3-in., or 3-in larger than the other nine engines. This engine also had a mid-feather or double firebox, which increased the heating surface by 200 ft²., the total therefore being 1000 ft². as against 800 ft². in the others. The pumps for feeding the boiler were placed inside or between the frames of the engine, and were worked by the ram being connected to the engine crosshead.
They had previously been placed outside the frames, but in this position they were too exposed to the atmosphere, and in the winter months they were frequently frozen up. Another difference in this engine was the polished brass chimney cap, whilst the other engines had a copper one. Fig. 10 shows this engine after the mahogany lagging was taken off and sheet iron substituted, and may be taken to represent all this class after this alteration was made, with the exception of the driving splasher. It will also be noticed that the fluted dome and safety valve casings had beea dispensed with, and sheet brass casings put in their place. No. 69 was named Lewes in Stroudley's term of office, and was afterwards renumbered 295, and then again altered to 365, these changes taking effect when new engines were constructed with the numbers 69 and 295 respectively.
As previously stated, engines Nos. 62 and 63 were altered by Craven into passenger tank engines, one of which, No. 63, is shown in Fig. I I, the principal dimensions of these two engines being—cylinders 15-in. diameter by 20-in. stroke, diameter of leading and driving wheels 5-ft., diameter of trailing wheels 3-ft. 9-in., from leading to driving centres 7-ft. 6-in., and from driving to trailing centres 8-ft. 6-in., height of centre line of boiler from rails 6-ft. 3-in. The coal bunker was capable of carrying 1 ton 5 cwt. of coke, whilst the side tanks would hold 539 gallons of water, and the well tank under the footplate 254 gallons. One spring balance safety valve was fixed on the steam dome, and another was placed directly over the firebox. The steam regulator was of the equilibrium or double beat type, the original regulator valve used in these engines being the ordinary vertical slide valve. Their weight was 35 tons 10 cwt., being distributed as follows— 11 tons 16 cwt. on the leading wheels, 12 tons 12 cwt. on the driving wheels, and 11 tons 2 cwt. on the trailing wheels.
In July, 1847, the Company purchased from Sharp, Roberts and Co. two small four-coupled tender engines. These engines had "long-back" boilers a.nd outside cylinders 15-in. diameter by 22-in. stroke, the diameter of the driving and trailing wheels being 4-ft. 9-in. Unfortunately, no further particulars of these two little locomotives are available, as no record appears to have been retained of them. They were numbered 109 and 111, the former being rebuilt in 1854, and No. 111 in March, 1860.
Following these two engines we· find eight goods locomotives, all six wheels coupled and with tenders, which were purchased from R.B. Longridge and Co., of Bedlington Iron Works, Northumberland. These engines were numbered from 101 to 108, but Nos. 101 and 103 were different in construction from the rest, they having long-back boilers and Gothic fireboxes, whilst Nos. 102 and 104 to 108 had the ordinary type of boiler. Nos. 101 and 103, illustrated by Fig. 12, also differed from the others of this class in having wheels made of cast iron, the spokes of which were of H section, and the rims of T section, the tyres being of wrought iron. Their more important dimensions were as follows —cylinders 15-in. diameter by 24-in. stroke, diameter of wheels 4-ft. 9-in., centre of leading to centre of driving wheels 6-ft. 5-in., driving to trailing 5-ft., boiler 3-ft. 6-in. diameter by 13-ft. long, containing 111 brass tubes of 2-in. diameter and 13-ft. 5-in. long, length of firebox casing 4-ft. 2½-in. The boiler was made in three rings butt-jointed, its centre line being 6-ft. 0½-in. from the rail level. It will be seen from the illustration that the frames of the engine were placed inside or between the wheels.
The following are the principal dimensions of engines Nos. 102 and 104 to 108—cylinders 16-in. diameter by 24-in. stroke, diameter of wheels 4-ft. 9-in., centre of leading to centre of driving wheels 6-ft. 5½-in., and driving to trailing 7-ft. 7-in. The boilers were made in three rings, with a steam dome placed on the second one, the barrel being 3-ft. 87/8-in. diameter, and 10-ft. 6-in. long, and containing 155 tubes of 2-in. diameter, the height of the centre line from the rails being 6-ft. 4-in. The length of the firebox was 4-ft. 6½-in. The regulator was not placed in the dome, but in the boiler at the smokebox end, and fixed in a horizontal position. This regulator consisted of a cylindrical valve, having a seating at the end which was opened and closed by means of a curved guide for the regulator handle, causing the rod to travel longitudinally, and with it the valve, steam being admitted into the regulator cylinder by means of a vertical pipe in the dome. The wheels and motion of some of these engines built by Longridge were aftterwards used in certain other engines built at a later period, which we shall refer to later on.
On Monday, 3 October 1859, the firebox of No. 108 engine exploded under the following circumstances. A heavy goods train, consisting of 45 loaded wagons, left Lewes just after 21.00, drawn by No. 108 engine, and assisted in the rear by No. 50, the heavy bank from Lewes to Falmer—which is a rising gradient of 1 in 80—necessitating a pilot when, as in this instance, the train is exceptionally heavy. When running between Kingston Tunnel and Ashcombe, the firebox of No. 108 burst without any warning. The driver and fireman were both thrown with terrific force to a considerable distance, the engine being driven forward and overturned across the up line, the tender falling in a transverse direction across the down line. The smokebox was blown a considerable distance ahead, the ashpan and firebars were forced off the engine, and the firebox roof stay bars bent out of shape. The explosion acted with a downward force, the rails being bent down where it took place. No particular reason could be given for the explosion, for the engine was in good condition, and had run up to this date 236,978 miles, and the boiler pressure was not excessive, being only 90 psi. Next to the engine was a wagon loaded with hops, and behind that a cattle wagon containing two cows, which was forced over the hop truck and on to the leading engine by the propulsion of the engine in the rear. When the wagon was once more on terra firma the cows were taken out, and remarkable to say were none the worse for their adventure, and quietly commenced to graze on the embankment. It may be added that the driver and firemen both sustained frightful injuries, from which the former did not recover.
The next engines which we have to deal with are twelve built by Sharp, Roberts and Co., and numbered from 72 to 83. These engines were singles, and practically identical with the Hackworth and Wilson engines. Nos. 74 and 76 to 83 came in 1847, and Nos. 72, 73 and 75 in 1848. An engine of this class, No. 74, is shown in Fig. 13, the principal dimensions being as follows—cylinders 14-in. diameter by 20-1n. stroke, centres of cylinders 2-ft. 4-in., diameter of leading and trailing wheels 3-ft. 6-in., and of driving wheels 5-ft~ 8-in., leading to driving and driving to trailing centres 6-ft. 9-in. each; boiler made in three rings, butt-jointed, 3-ft. 6-in. diameter by 10-ft. in length, containing 139 tubes 2-in. diameter by 10-ft. 6-in. long; height of centre line from rail level 5-ft. 11-in., length of firebox 3-ft. 9-in. As seen by the illustration, the steam dome was placed on the first ring of the barrel, with one spring balance safety valve thereon, and another over the firebox. The tubes contained 729 ft²of heating surface, and the firebox 67 ft² making a total of 796 ft². These engines had 8 tons 2 cwt. on the leading wheels, 8 tons 18 cwt. on the driving wheels, and 5 tons 16 cwt. on the trailing wheels, making a total of 22 tons 16 cwt. From the foregoing particulars it will be seen that this class of engine, though rather small, were capable of, and during their time did, very good work with loads suitable for their cylinders and weight.
An engine of this class, No. 72, was converted into a four-coupled tank by Craven for working the Epsom Downs branch, reference to which will be made later on, and in 1859 another, No. 77, was converted into a single wheel tank engine.
A somewhat curious accident happened to engine No. 82 in the summer of 1851. In order to increase the locomotive facilities between Brighton and the towns of Shoreham, Worthing, Hayward's Heath, and Lewes without delaying the through traffic, the Company adopted the practice of running "short" trains on a roundabout system. Arriving at Brighton from Worthing, the engine would run round the train and leave in a few minutes for Hayward's Heath, and on its return to Brighton would leave again for Lewes. Just before noon on Friday, 6 June 1851 the train arrived at Brighton from Hayward's Heath, and at 12.15 left again for Lewes. It consisted of four vehicles, a second-class coach, a third-class (containing five passengers), a first-class (containing two passengers), and lastly a second-class brake (containing two passengers and the guard), the engine running tender first. After passing Falmer there is the steep gradient falling towards Lewes previously alluded to, and it was usual to descend this incline with steam shut off, and the hand-brake applied, there being, of course, no continuous brake in those days. About half-way down this incline the line is carried by means of a brick arch over a bridle or occupation road, known as Newmarket Arch, and when the train was within about 80 yards of this the tender and engine suddenly left the road, and bearing slightly to the right passed slightly over the up line to the south side of the railway, and, forcing down the parapet wall of the arch, fell with a tremendous crash into the road beneath, a depth of 25-ft., dragging after them the second and third-class coaches. The first-class was flung round so that its end was close to the arch, and the remaining brake carriage was thus brought up. The engine and tender were smashed up, the frames being twisted out of all shape, and the two coaches shivered to pieces. Three of the passengers and the fireman were killed on the spot, and the driver succumbed to his injuries three days after. This accident is attributed to a shepherd boy having wilfully placed a sleeper across the outer rail on the northern side of the down line. The case not having been proved, the boy was acquitted, but, remarkable to relate, one year later to a day, almost at the same time, he was struck by lightning and instantly killed within a short distance of the spot where the accident had occurred twelve months previously. Our readers must draw their own conclusions from this strange coincidence.

The colours of locomotives, carriages, and wagons. 64-5
The smart appearance of the passenger locomotives of the London Brighton & South Coast Railway is often commented on by the travelling public. They are painted yellow, with a border round the tanks, cabs and tenders of dark olive green ; separating the two colours and forming the panels is a black band, with a red line on its outer edge and a white one on the inner. The frames are crimson, with black edging and yellow and vermilion lines, the buffer beams having a vermilion panel with crimson border, edged with black with yellow lines. The wheels are yellow, with dark olive green tyres and red lines, whilst underneath, the engines are painted vermilion. The interiors of the cabs are yellow, and the firebox front is lagged, the lagging plates being painted olive green. The number plate is of polished brass, having raised figures and a bright blue ground; in addition, each engine is named, the lettering being in gold, with emerald green shading. Coupling rods are painted chocolate. The goods engines are not so brilliantly decorated, being all painted a dark olive green. Two styles of striping these engines are in use ; the older ones being merely lined with heavy black lines, whilst the more recent examples have black bands with a fine vermilion line on each side. Frames and wheels are painted the same colour as the boiler, etc. The buffer beams are red, lined round with black.
The L. B. & S. C. R. carriages are nearly all painted a bright red brown, with yellow lines round all the panels, the lettering being in gold, with vermilion shading ; a few coaches are still running with the exterior finished in varnished teak, with gold lining. The ends of passenger brake vans are painted scarlet.
The goods wagons are painted light grey, with black ironwork and white lettering. They have cast-iron number plates,. with raised white letters on a blue ground.
L. C. & D. R. engines are painted black with a broad grey band round the tanks, splashers, cabs, and tenders; on the outer edge of this band runs a fine vermilion line, and on the inner a yellow line. The frames and wheels are black, with a fine vermilion line, whilst the buffer beams are red, with a black edging and black buffer sockets, the number appearing in gold figures, with black shading. The number plates are brass, with bright figures on a black ground. A monogram of the Company's initial letters appears on the tender in gold. Goods, passenger, and tank engines are all painted in a similar manner.
The carriages are finished in varnished teak, 'with lettering in gold, shaded with red; the underframe, ironwork, etc, being painted black. The goods stock is a dark grey, with white letters.

Vestibuled bogie cars for our British railways. 65-6.
The adoption of an improved construction for their passenger stock, the British railway companies have been remarkably slow. They have tenaciously clung for upwards of half-a-century to the leading features of the old stage coaches when adapted by the early engineers to the then new railway service, and even now the outline of the carriages on the first passenger railways can be easily traced in their modern successors.
The internal arrangements for the comfort and convenience of the passengers would appear to have been quite a secondary consideration when compared to the bulging, panelling, or painting and lining of the exterior. The miserable little carriages with their low roof-.;, ridiculously small windows, bare plank seats of the third-class, and nasty stuffy padding of the first-class, saying nothing of the niggardly-furnished second, built up to 15 or 20 years ago, have, unfortunately, not yet disappeared ; in fact, there are carriages running into London to-day that are a disgrace to railroad engineering.
We could hardly speak in this strain if dealing with the locomotives, for engines built 20 years ago will, as a rule, bear comparison with those of the present day, and where still running they are doing good service. The permanent way, signals and stations all show more advancement than the passenger stock. In meeting the requirements of modern traffic, we contend the designers of our railway carriages ha\'e been greatly at fault in keeping so strictly to the lines which chance forced upon their professional ancestors. When they found it impossible to withhold the conveniences of lavatories, intercommunication, let alone dining and sleeping accommodation, they should have boldly remodelled the arrangements of their cars and not attempted to patch up a quite unsuitable and terribly inadequate system.
At last, however, we are delighted to see a rift in the clouds, after sixty years of short isolated carriages, some of our leading companies are adopting long vestibule cars on bogies. If we omit the handsome and convenient American cars running on some of the southern lines, particularly the" Pullman Limited," on the L.B. & S.C.R., the nearest approach to a satisfactory railway train we know of in this country has up to now been the West Coast dining-car trains running between London and Scotland; these, with central vestibule throughout were far superior to their rivals, but now the East Coast companies intend "going one better." They are preparing for this summer's traffic new trains, each made up of eight cars carried on sixwheeled bogies. These cars are fitted with Gould central couplers, and vestibules 3-ft. wide and 6-ft. 6-in. high, the Westinghouse quickacting brake, gas lights, and steam heat. The trains will be over 530-ft. long each, will weigh about 2 70 tons, and accommodate 300 passengers. On each train there is one thirdclass open car entered by end doors only, exactly as in the American system; it has three sections, and will seat 54 passengers, with lavatories, attendants' room, and luggage compartment. This car is 66-ft. Io-in. long, and g-ft. wide. Another is 65-ft. 10-in. long, with nine separate compartments, but only 8-ft. 6-in. wide. In the centre of the train are four composite corridor cars, each 66-ft. 10-in. long, and 8-ft. 6-in. wide. A composite brake at either end will complete the trains. These will be 62-ft. 7-in. long, and 8-ft. wide, accommodating four third-class compartments with a lavatory and a luggage room
32-ft. long. The roofs throughout will be of the clerestory type. We can hardly say too much in praise of those who have been bold enough to 66 . MOORE'S MONTHLY MAGAZINE. put on these trains, but still we would like to point out two or three things about them which we consider faults. If one car can be 9-ft. wide, why shouldn't all of them ? -they easily could have been if the unnecessary side doors were dispensed with, and then the look-out wings for the guards would be almost useless. The train should be 9-ft. wide throughout without side-doors; then the principle of building can be altered, that is to say, the frame and body can be made in one, thus securing a much strqnger vehicle. Meanwhile, we must express our satisfaction on the introduction of the centre coupler, the centre buffer, and the quick-acting air brake.
A new G.E.R. dining-car train will soon be running; this, too, has the central vestibule, but unfortunately retains the side buffers. How much easier a train will traverse a curve when these wretched relics of " Puffing Billy " become obsolete, for there will then be no energy wasted in compressing the springs of the inner buffers, and trying to "jam" the train hard on the outer rails of the curves. The dining-car on this train is so-ft. long, and 8-ft. 6-in. wide, and runs on two six-wheeled trucks of special design ; it has a raised roof, and no extra " bulging " of the sides. The cooking apparatus is in the centre, and the third-class carriages are in connection with the saloon at one end, and the first-class at the other. These vehicles have also the raised deck roof and side corridor. Another improved train has made its appearance on the N. E. R. It has been built at York Works from the designs of Mr. Wilson Worsdell, the locomotive superintendent. It consists of five carriages, namely, two combined brake and third-class, one third-class, one first and third-class lavatory and one composite with luggage compartment. Each carriage is 52-ft. long and 8-ft. 6-in. wide (six inches wider than the standard carriages), and is carried on a pair of four-wheeled bogies. The underframes are· of steel, carefully and strongly constructed. The externa1 appearance is handsome and striking, owing to the raised clerestory roof running the length of each carriage. The trains are fitted throughout with the Westinghouse quick-acting brake, now adopted by the North-Eastern Railway as its standard. These somewhat radical departures from the time-worn grooves of British railway carriage building, although not meeting our ideal of a satisfactory long-journey railway train, nevertheless, show an inclination on the part of our railway managers to move in the right direction, and we are more than ever sanguine of seeing a really "up-to-date" solid train of long vestibuled cars in the near future.

THE "BEE," MIDLAND COUNTIES RAILWAY.
We Illustrate below by a, line engraving old single wheeler, said to have been built for the Derby and Nottingham portion of the Midland Counties Railway, now known as the Midland. This line was opened amid gr~~t rejoicings on May 30, _I 839. The engine appears to have been of exceptional design, outside bearings being provided to all the wheels. The cylinders must have been placed between the two outside frames at a considerable distance apart ; whether the boiler was carried by these frames or not we are unable to say. This engine was named" Bee." From the original drawing, the driving wheels scale s-ft. 6-in., the leading 3-ft. 8-in., and the trailing 3-ft. diameter. If any of our readers can giye further information regarding this apparently interesting engine we shall be pleased to pttblish it.

THE L. & N. W. R. Company announce some important alterations in their train service for July, and it seems that the number o+ longdistance runs will this summer be considerably augmented. The 8 p.m. ex-Euston will be accelerated by 50 minutes, arriving at Aberdeen at 6.25 a.m. A new train will leave Euston at 10.15 p.m., and stopping only at Crewe, Carlisle and Perth will reach Aberdeen at 8.50 a.m. In the other direction, the night express leaving Glasgow at 10.45 p.m., and Edinburgh at Io.so, will be accelerated to reach Euston 7.10 a.m., its only stops being Carstairs, Carlisle, Crewe and Willesden Junction. The G.N.R. on thejr part will start the old 8 p.m. at 8. 15, and reach Edinburgh in 7-h. 25-m., and Aberdeen in 10h. 20m. A new train will also leave King's Cross at 10 p.m., and make Aberdeen in 10h.

Vestibuled bogie cars for our British railways.

Number 8 (August 1896)

Railway notes. 77

Latest from the shops.  77
The L.C. & D. R. had turned out from their works at Longhedge two of their standard 6-ft. 6-in. four-coupled bogie engines, numbered 12 and 13. On the L. B. & S. C. R. also Mr. Billinton has just added a couple more of his bogie express engines with 6-ft. 0-in. drivers. These last are numbered and named 317 Gerald Loder, and 318 Rothschild, and were both stationed at Portsmouth. The L.& S. W. R. were completing at their shops at Nine Elms an order for ten four-coupled trailing bogie side tanks [0-4-4T] with 5-ft. 6-in. wheels, their numbers being 358 to 367. Ten more of the Pendennis Castle class of 5-ft. 7½-in. coupled passenger engines [4-4-0] had been finished at Swindon Works of the G.W.R., and numbered 3262 to 3271. At their Derby Works the Midland Company had built five more 7-ft. 6-in. single bogie express engines with piston valves, their numbers being 75, 76, 77, 79 and 88. An order for ten six-coupled mineral engines, having 4-ft. 7-in. wheels had been completed by the G. N. R. at their Plant Works at Doncaster, numbered 1021 to 1030, some of which were located at Ardsley. The G. E. R.put into service ten more side tank engines, with 4-ft. six-coupled driving wheels and condensing apparatus, their numbers being 265 to 274.

Royal visit to Wales. 77
On the visit of the Prince of Wales to Aberystwyth the Royal Special on 25 June was worked by a G.W.R. engine as tar as Welshpool, running through the loop line at Shrewsbury, and not stopping between Wolverhampton and Welshpool. At the latter station the Cambrian engine No. 68 (driver John Pierce) was attached, and worked the train to Machynlleth, where the royal party stayed, Mr. Aston, the locomotive superintendent, accompanying the driver. On the same date Mr. Gladstone's special, which, came from Hawarden to Wrexham over the W. M. & C. Q. R. was conveyed thence over the new branch of the Cambrian Railways to Ellesmere by one of the three bogie tank engines of the latter Company which work the branch. At Ellesmere, where the train had to leave in a contrary direction, No. 82 (driver W. G. Brellisford) was attached and worked, the train to Aberystwyth. The royal- train was worked to Aberystwyth, and back to Moat Lane Junction, by engine No. 68, from which point No. 63 conveyed it as far as it travelled over the Cambrian system. Engines Nos. 63, 68 and 82 are of the same class as No. 65, illustrated in our April number, but were more elaborately painted and decorated for the occasion. The Taff Vale engine, No. 175, one of Mr. Riches' ten-wheeled side tanks, brought the train into Cardiff

The Royal Wedding.  77
The special Great Eastern train left St. Pancras at 17.45 on 22 June conveying T.R.H. Prince and Princess Charles of Denmark, ran through from London to Lynn (97¾ miles) without stopping. It was drawn by one of Holden's oil-fired engines, No. 712, which satisfactorily accomplished the journey within the booked time.

The locomotive history of the London Brighton and South Coast Railway. 78-80. 4 illustrations (line drawings: side elevations)
Accidents near Ford station on 27 November 1851 when No. 81 hauling a passenger train collided with a cattle train injuring the fireman who died later and two passengers. The driver attempted, who was at fault attempted to commit suicide by jumping into the River Arun. At Petworth on October 22 1859 No. 79 ran away from the shed and reached Horsham damaging severaln level crossing gates..

The summer trains of 1896. 80-1. 2 tables.
Tables detail the company, route, mileage and fastest journey times and number of trains in both up and down directions. One table is based on non-stop runs in excess of 100 miles and the other with the fastest speeds: Perth to Forfar at 60.9 mile/h was at the top.

The colours of locomotives, carriages and wagons.  81--2
The locomotive livery of the Midland and Great Northern was described as a light yellow brown with black bands having white yellow lines on each side., The Manchester, Sheffield and Lincolnshire Railway locomotives were green with a broad black border. The frames were painted brown. The carriages were varnished teak. Lettering was in gold with blue shading. Continued page 96.

Express engines for the Pennsylvania Railroad. 82. illustration.
Class P 4-4-0 built in 1895 at Juniata Workshops, Altoona.

Express locomotives for the Waterford, Limerick and Western Railway. 85-6. illustration.
Ireland: 5ft 3in gauge: Kitson & Co. built Robinson designed 4-4-0 (locomotive No. 53 Jubilee illustrated): 17in x 24 in cylinders; 6ft coupled wheels; 995.36 ft² total heating surface; 17.84ft² grate area; 150 psi boiler pressure; fittted with vacuum pump like GWR engines. Painted Midland red with black bands and gold stripes. Used on boat trains to Waterford.

Locomotives of the Chemin de Fer du Nord, France. 86. illustration (drawing: side elevation)
Built by Derosne and Cail from 1846: 2-2-2 known as Stephenson type. Nos. 52 (illustrated), 53, 56, 57, 58, 67, 71 and 75 in this series. Rebuilt as coupled engines from 1859.

Our picture plate: Wanted—leading bogies!!. 86; 84.
Photograph on page 84 of derailment of 20.00 departure from Euston at Preston station on night of 12 July. Train was hauled by two Webb Jumbo class 2-4-0 locomotives No. 275 Vulcan with 6ft 6in coupled wheels and No. 2159 Shark with 6ft coupled wheels. It was running non-stop from Wigan to Carlisle and was probably caused by excessive speed. One passenger was killed. The journal advocated bogie type locomotives

The locomotives of today. Chapter 1 — The boiler. 87-9. diagram
Design of firegrate, firebars (which could be wrought or cast iron), rocking grates (used in North America), water grates and holes through the water spaces through which air was drawn above the fire. Ashpans with or without dampers. Smokebox design: doors, blast pipes, spark arresters, extended smokeboxes, chimneys — parallel or tapered, damage cause by scale in boilers..

Correspondence Page. Some fascinating letters including a listing of LBSCR sheds and their codes.

Questions and answers

Number 9 September I896

Railway notes. 94

Wind deflector on the L. & S. W.  R. 94.
Engine No. 136, one of Adarns' 6-ft. 7-in. four-coupled bogie expresses has recently been turned out with a conical smokebox door, evidently intended to imitate the "wind-cutting" engines of our French neighbours.

New railway posters. 94
The summer of 1896 has been productive of some very artistic advertising bills. Perhaps the most striking are those of the L. C. & D. R., with a good picture of one of their four-coupled express engines, No. 188, heading a train; its size is in its favour. Another pretty departure from the ordinary monotonous style of our railway bills is that of the G. W. R. calling attention to "Picturesque Cornwall." The G. N. R. and Midland Com panies, too, issue some exceptionally attractive posters.

Preston Junction accident. 94
The L. & Y. engine which smashed into the West Lancashire train with fatal results at Preston Junction on 3 August was No. 1058, one of Aspinall's six-coupled goods engines fitted with Joy's valve gear.

Photographing a collision. 94
Instantaneous photographs of the show collision in Buckeye Park, Colombo,  Ohio, appear to have been taken by a local photographer, and our contemporary Locomotive Engineering reproduced four of these in the August number. The views shew (1) the impact of the engines, (2) a moment or so later, (3) all at rest, and (4) five minutes after the smash. We imagine this is the first time in the world's history that a real railway collision has been instantaneously photographed.

Highland Railway locomotives. 94
Ten new four-wheels coupled express locomotives have just been built for this railway by Dubs & Co., of Polmadie. They have 6-ft. 3-in. drivers, and outside cylinders 19-in. by 24-in., and the boilers are pressed to 175 psi. Their numbers and names are as follows: 119, Loch Insh, 120 Loch Ness, 121 Loch Ericht, 122 Loch Moy, 123 Loch Andorb, 124 Loch Laggan, 125 Loch Tay, 126 Loch Tumrnel, 127 Loch Garry, 128 Loch Luichart.

New engines for the M. & G. N. Joint Railway. 94
New six-wheels coupled inside cylinder goods engines (0-6-0) of similar appearance to the standard Midland design had been constructed by Neilson and Co., of Hyde Park Locomotive Works, Glasgow, and in front of one of these, No. 59, Li Hung Chang, the Chinese Ambassador and his suite were photographed. An excellent reproduction of the picture appears in our contemporary, The Engineer.

The locomotive history of the London Brighton and South Coast Railway. 94-6. 4 illustrations (line drawings: side elevations)
In previous Issue Brighton locomotives that had been constructed up to the end of the year 1849 were described, finishing with the large Sharp's, and upon the completion of that order it was found that the Company had sufficient locomotive power for some time to come, they having greatly added to the stock during the period from 1847 to 1849. Under these circumstances it was not found necessary to make any additions to the stock during the years 1850 and 1851.
The first locomotive built at Brighton Works was a single wheel tank engine, which we believe was designed for working the traffic on the Eastbourne branch. This engine was turned out in May 1852, and was numbered 14, whilst in June of that year another engine of similar design and dimensions was built, and was numbered 26. .An illustration of No. 14. is shown in Fig. 18, the principal dimensions being as follows: cylinders 13-in. diameter by 20-in. stroke, diameter of leading and trailing wheels 3-ft. 8-in., diameter of driving wheels 5-ft. 7-in., from leading to driving centres 6-ft. 6-in., and from driving to trailing 7-ft. 3-in., making a total wheel base of 13-ft. 9-in.; boiler barrel 3-ft. 6¾-in. diameter by 10-ft. 1-in. in length, height of centre line from rails 5-ft. 10½-in. The extreme length of the engine was 24-ft. 6-in., the water capacity of the tank was 625 gallons, and the weight in working order was 25 tons 12 cwt., 7 tons 6 cwt. being on the leading wheels, 9 tons 9 cwt. on the driving, and 8 tons 17 cwt. on the trailing. From our illustration it will be noticed that these engines had inside driving bearings, but outside for the leading and trailing. There was a water tank under the footplate, and generally they bore a striking resemblance to a Sharp.
The next locomotive built at Brighton was a single wheel express engine, completed in December, 1852, and numbered 48. This engine had inside bearings for the driving and outside for the leading and trailing wheels, and was generally after the design of the Jenny Lind, with the exception of the steam dome, which was placed close against the chimney. We are unable to illustrate this engine, but some of its chief dimensions were—cylinders 15-in. diameter by 22-in. stroke, diameter of leading and trailing wheels 4-ft., diameter of driving wheels 6-ft. 1-in., leading to driving and driving to trailing centres each 7-ft. making a total wheel base of 14-ft. ; external diameter of boiler 3-ft. 8¾-in., length 10-ft. 6-in., length of tubes 10-ft. 11¼-in., length of outside firebox 4-ft. 2¼-in., weight of engine 26 tons 1 cwt., the leading wheels carrying 10 tons, the driving 11 tons 6 cwt., and the trailing 4 tons 16 cwt. The boiler was constructed in three rings, having a lock-up safety valve on the steam dome, and spring balance safety valves over the fire box.
These three engines were the only ones built In the year 1852, and the same number were likewise constructed in 1853, one of which was a small single express,No. 24. Very little appears to be known of the general appearance of this engine, but a few of its dimensions were—cylinders 14-in. diameter by 22-in, stroke, diameter of driving wheels 5-ft. 6-in., boiler 3-ft. 6-in. diameter by 9-ft. 6-in long, containing 133 tubes 2-in. diameter by 10-ft. in length. This engine only weighed 20 tons 10 cwt., having 7 tons 16 cwt. on the leading wheels, 9 tons 12 cwt. on the driving, and 3 tons 1 cwt. on the trailing—a distribution of weight which allowed very little for the trailing end.
The next engines coming under our notice are four single expresses, illustrated by Fig, 19, and numbered 10, 23, 38 and 41. The last mentioned was built in July 1853, and No. 1O in August, but Nos. 23 and 38 were not completed until July 1854. In detail and construction they were practically identical with No. 48, but differed slightly in dimensions. The cylinders were 14-in. diameter by 22-in, stroke, diameter of driving wheels 5-ft. 6-in., boiler 3-ft. 6-in. diameter by 10-ft. long, containing 143 tubes 2-in. diameter by 10-ft. 7-in. in length. These engines weighed 26 tons 10 cwt., of which the leading wheels carried 10 tons 1 cwt., the driving 10 tons, and the trailing 6 tons 8 cwt.
We now come to two six wheels coupled engines, which were numbered 44 and 46, and were the first goods engines built at Brighton Works, No. 44 being turned out in January 1854 and No. 46 in March of that year. They were both the same in construction and detail, except that whilst No. 46 had only one steam dome, No. 44 had two, one in the usual position on the boiler and the other over the firebox, and was a most ungainly engine, the domes being very high and reaching nearly to the level of the chimney top. These two engines had iron frames and inside bearings to all the wheels, and their chief dimensions were as follows—cylinders 16-in. diameter by 24-in. stroke, diameter of blast pipe orifice 4-in., diameter of wheels 4-ft. 9-in., leading to driving centres 7-ft. 2-in., driving to trailing 7-ft. 10-in., total wheel base 15-ft. ; boiler, made in three rings, butt jointed, with the steam dome on the first ring, external diameter 3-ft. 9-in., length 11-ft. 6-in., number of tubes 156, diameter of tubes 2-in, length 12-ft. 1-in., length of outside firebox 4-ft. 9-in., width 4-ft., height of centre line of barrel from rail level 6-ft. 3-in., height of chimney 13-ft. 4-in., weight on leading wheels 10 tons 12 cwt., on driving 12 tons 4 cwt., on trailing 6 tons 12 cwt., total weight 29 tons 8 cwt. A spring balance safety valve was fixed on each of the domes of No. 44, the regulator being in the dome on the boiler, whilst No. 46 had both safety valves over the firebox. No. 44 was rebuilt in October 1864, and No. 46 in March of the same year. Eight engines, built for mixed traffic work, were purchased by the Company in four different lots, two at a time. These engines had the same cylinders and wheels, and were of the same external appearance, the differences in them, it any, being slight. They were purchased from Sharp, Stewart & Co. (formerly Sharp, Roberts & Co.), of the Atlas Works, Manchester, and were numbered 6, 13, 16, 20, 40, 42, 100 and 116. The first lot, Nos. 16 and 20, were bought in September 1854, and the next, Nos. 13 and 40, in November 1854, the makers' Nos. of the last named being 882 and 883. In July, I855 Nos. 6 and 116 were purchased, their makers' Nos. being 925 and 926, and the last two, Nos. 42 and 100, were bought in April 1856. The following are the principal dimensions of Nos. 16 and 20, which may be taken as representing the whole class—cylinders 16-in. diameter by 20-in. stroke, distance between centres  2-ft. 5-in., diameter of leading wheels 3-ft. 6-in., diameter of driving and trailing wheels 5-ft. 6-in., leading to driving centres 6-ft. 6-in., driving to trailing 7-ft., total wheel base  13-ft. 6-in. ; boiler barrel, made in two rings, with the steam dome on the first, external diameter 4-ft., length 9-ft. 9-in., number of tubes 170, diameter of tubes 2-in., length 10-ft. 1½-in., height of centre line of boiler from rails 6-ft. 2½-in., length of outside firebox 4-ft. 1¼-in., width 4-ft. 3¾-in., depth below centre line of boiler 4-ft. 3¾-in. ; heating surface of tubes 905.5 ft²., of firebox 69·5 ft², total 975 ft², working pressure 120 psi; weight on leading wheels 8 tons 11 cwt., on driving 9 tons 6 cwt., on trailing 6 tons 16 cwt, total weight 21 tons 16 cwt. These engines had sandwich fratning outside, and iron frames inside, a lockup safety valve on the dome, and spring balances over the firebox.
Engine No. 40 was rebuilt in June 1871, by Stroudley, who put in a new boiler of his own design, and also added the standard cab over the footplate, and hung the driving and trailing springs under the axle boxes, instead of being above as they were originally, whilst new driving splashers and sandbox combined were fitted up, the sand gear being worked by a lever from the cab. This engine, after it came out rebuilt, was named Epsom, and ran for some time between there and London, and was finally sold in December, 1891, after having been working for a period of 37 years. Stroudley did not rebuild any other engines of this class, all having been scrapped a long time back. An illustration of No. 40 as rebiuilt by Stroudley, is shown in Fig. 20. The new boiler was made in two rings, its external diameter being 4-ft 2-in., and its length 8-ft. 8-in. It contained 236 tubes of 1½-in. diameter, and 9-ft. 2-in. long, the firebox being 5-ft 23/16-in. in length by  4-ft. in width, and its depth from the centre line of the boiler 4-ft. 4¼-in. The heating surface was of tubes 849 ft², and firebox 89 ft²., making a total of 938 ft². Like all Stroudley earlier engines, when first rebuilt it had no steam dome, but .Adams' patent safety valves over the manhole, but after a few years this arrangement was done away with, dome substituted with Salter spring balance safety valves. After these alterations the weight was increased by nearly 5 tons, there being on the leading wheels 9 tons 4 cwt, on the driving 12 tons, and on the trailing 8 tons 8 cwt., making a total of 29 tons 12 cwt. This engine had in its time three different numbers, being altered from 40 to 260 and again to 464, when new engines were built with the numbers 40 and 260 respectively. The first coupled passenger tender engines built by Craven at Brighton were two locomotives for working the traffic between London and Croydon, and were always spoken of as the Croydon engines. They were numbered 1 and 2, and were built in November 1854. Fig. 21 gives an illustration of No. 1, from which it will be noticed that they had inside bearings to the driving and trailing wheels, and outside to the leading \vheels. Engine No. 2 was the first locomotive on this railway to have a steam blower, the blower pipe, instead of being placed inside the boiler as usual, being fixed on the outside of the boiler, and entering the smoke box close to the steam pipe. To prevent condensation in this pipe, it was lagged round with wood, which gave the engine a very ugly appearance. The principal dimensions of Nos. 1 and 2 were as follows—cylinders 15-in. diameter by 22-in. stroke, diameter of leading wheels 3-ft. 6-in., diameter of coupled wheels 5-ft. 6-in., leading to driving centres 6-ft. 3½-in. driving to trailing 7-ft. 6-in. The boilers were made in three rings, having the steam dome with a lock-up safety valve on the first, and spring balances over the firebox. The external diameter was 3-ft. 8-in., and the length of the barrel 10-ft., the height of the centre line above the rail being 5-ft. 10½-in. The length of the outside firebox was 3-ft. 97/8-in., and its width 4-ft. There were 147 tubes 2-in. in diameter, and 10-ft. 5½-in. in length. The heating service of the tubes was 742 ft², and of the firebox 70 ft², making a total of 812 ft² These engines weighed 25 tons 7 cwt., the leading wheels carrying 9 tons 5 cwt., the driving 10 tons 10 cwt, and the trailing 5 tons 12 cwt.
illustrattions: FIG. 20. illustration of No. 40, as rebuilt by Stroudley

The colours of locomotives, carriages and wagons. 96-7
The painting of the North Eastern Railway Company's engines had been somewhat simplified, although several were still running painted in the more elaborate style. They were painted light green, with a deep lake border round the tender, panels, cabs, splashers, etc, and an intermediate black band with a vermilion line on its outer edge, and a white line on its inner ; the frames were lake, with a black edge and vermilion line. All engines were then painted a light grass green, and had black bands with white lines on either side, the boiler barrel, cab, splashers, wheels, etc, being thus treated; the frame being black with red lines. The cabs inside, were painted and grained a light colour, and are bordered round with lake, black and white, the engine underneath being vermilion. The buffer beams are vermilion, with a narrow black border and white line, and the coupling rods were also red. The number plate was bright brass with a black ground, and the lettering on the tender was in gold, shaded with red, the words, "North Eastern'' appearing on either side of the Company's arms on express engine tenders. The North Eastern carriages were a dark lake, with a yellow stripe round the edge of all the panels, windows, etc, with a fine vermilion line; the body and frame were painted in the same style. The lettering was in gold, shaded with a light red brown. The ends of all passenger break vans were painted scarlet. A large number of old carriages were still in use painted and grained a light teak colour, with lettering in gold and red shading. Horse boxes, etc., were painted lake, ·with yellow lines and letters, the latter being shaded with red brown. The wagon stock was generally painted grey, with black ironwork and white lettering shaded with black, but many of the coal wagons engaged in the locomotive service were painted blue; goods breaks are brown, with yellow lettering and red ends.
Black was the colour of the Lancashire and Yorkshire Railway engines. The tenders, tanks and -cabs of all recent engines  were lined round with a thick vermilion line, having a fine white line immediately inside it, and a second white line about two inches inside again. The frames and wheels were plain black, whilst the buffer beams were vermilion, with black edge and white line. Cabs inside were painted a light umber brown, bordered round with lake ; underneath the engines were painted vermilion. The number plates were bright brass, with black· ground, and the Company's arms appears on the splashers or sides of the cabs. Several of the older engines were black, with two red lines only. the outer of these lines is thicker than the inner. The Lancashire and Yorkshire carriages were painted umber brown on the upper part, and dark lake on the lower portions. A. black stripe with a fine white line ran round the windows and along the middle of the carriage. The underframes were black, and the ends of the carriages were painted dark brown, with a lighter brown stripe round, whilst the frames of the door windows were red. The letters and numerals were in gold, with black, vermilion and white lines round, but no shading. The goods wagons were dark grey, with white letters.

The railway exhibits at the Cardiff Exhibition. 97
There were many attractive features to all interested in railways, the principal of which we now proceed to notice. The most prominent exhibit is that of the Great Western Railway Company, the central feature of which was the famous broad gauge engine Lord of the Isles built at Swindon in 1851, and exhibited at the great exhibition held. Close by is a full size section of a sleeping car, shewing the arrangement of the berths, etc A. large sectional diagram represented very clearly the course of the great Severn Tunnel, 4 miles 624 yards in length, whilst another large chart, combined with some full size models in section, illustrated the arrangement of the vacuum and steam brakes as used on the GWR. A drawing of the old four-coupled broad gauge engine Waverley attracted attention, as did a collection of photographs of rolling stock, both past and present, especial interest being attached to those of the groups of broad gauge engines awaiting their fate in the yard at Swindon. Some excellent views were also shewn of Slough Station, and other places of interest on the railway.
The Taff Vale Railway Company exhibited a number of specimens of the work turned out from their shops at Cardiff, such as coupling and connecting rods, valve spindles, etc. They had also some exceedingly interesting frames of photographs, one of which illustrated a large number of different types of locomotives, from some of their most antiquated specimens down to the latest mixed traffic tank engine, built for the Company by the Vulcan Foundry, Warrington. Another comprised views of viaducts and other interesting places on the railway, whilst yet another contained a series of pictures of accidents, etc. Working drawings of three different classes were also shewn, and a chart illustrated the network of railways in and around Cardiff, whilst another gave gradients on the Taff Vale system. An especially interesting photograph was that of an ancient locomotive built by George Stephenson about 1829 for the Tredega Ironworks, and which used to run on the Sirhowy Railway between Tredegar and Newport, and was used until 1882 for conveying slag from the blast furnaces to the cinder tips at Tredegar. There was an excellent collection of locomotive models in the exhibition, prominent amongst which was the well-known Dreadnought of the L.N.W.R. Company, originally exhibited by them at the Inventions Exhibition at South Kensington in 1885. Others included a G.N.R. 8-ft. single, the old G.W.R. broad gauge engine Leopard, the same Company's 8-ft. single Emperor. No. 86 Caledonian Railway. one of Connor's 8-ft. 2-in. singles, No. 1620 North Eastern Railwav, one of the fine 7-ft. coupled engines built by Worsdell, several others of types similar to those on the N.E.R., and some selected specimens from the South Kensington Museum, such as the Fairlie double bogie engine, etc. In various parts of the exhibition photographs of locomotives were distributed about, of which mention must specially be made of the splendid representations of the L. & N. W. R. engines, 790 Hardwicke and 1306 Ionic taken at Crewe after performing their remarkable speed and distance records respectively. The Midland Company also have some excellent photos of all their standard types of engines, and the L. & S. W. R. send a most interesting series illustrative of the ancient rolling stock on the Bodmin & Wadebridge Railway. Other frames of locomotive photos were exhibited by Kitson & Co., Sharp, Stewart & Co., Neilson & Co., Peckett & Sons, etc.
A model of the Southampton Docks with tniniature trains complete was shown by the L. & S. W. R. Company, whilst outside the buildings are some specimens of wagon stock and an electric railway in working order. These, together with a working representation of a colliery, some specimens of steam coal raised in the neighbourhood, and many other objects of interest combine to make this one of the best provincial exhibitions we had seen.

A G.N.R. 8-foot with a dome.98. illustration
Accompanying block illustrates one of two G.N.R. singles, Nos. 93 and 776, which had been rebuilt with new boilers, having domes. No alteration had been made in the size of the cylinders, wheels, etc., but the fireboxes had been enlarged, and the boiler pressure raised to I75 psi Both engines had been fitted with exhaust injectors on the L.H. side, and the whistles placed on top of the cabs. No. 93 was originally built in 1879 at Doncaster Works, and appeared in her reformed state with driving splashers, similar to the newer 8-footers in June of this year.
For many years the engines of the G.N.R. have been conspicuous. by the absence of the steam dome so universally adopted on almost all other railways.
They were not ahyays so distinguished, for during Sturrock's regime most engines were built with domes, and many were running so fitted late in the 1870's, but the late chief of the G.N.R. Locomotive Department apparently thought a dome unnecessary to secure dry steam, for he never provided one on any engines. he built. When the 921 class of six-coupled saddle tanks came out, we remember, the dome-shaped casing placed on the top of the tank, just in rear of the chimney, caused many to think a dome had been adopted, and the famous engineer at last reconciled to their use, but it was soon explained that the casing merely covered the ends of the exhaust steam condensing pipes, the engines being intended for underground service.
As to appearance it is a matter of individual taste. The lines of the G.N.R. engines are remarkably neat with their straight boilers, plain little cabs, and flat splashers, but we are not going to say the addition of a dome spoils their smart appearance, nor would a larger and more convenient cab. No. 776 has a much smaller dome than No. 93, and we are inclined to think it looks more suited to the engine, and would form a striking embellishment if made of polished brass.

Our picture plate. "The Up Cornishman, G.W.R." 98; 100 (plate)
No. 3020 Sultan 4-2-2 with sanders operating as it leaves Bristol

Four-coupled express locomotives for the Glasgow & South Western Railway. 101. illustration
Manson 4-4-0 with 18¼ x 26in cylinders and 6ft 9½in coupled wheels with bogie tenders for Anglo Scottish services with average speed of 50 mile/h non-stop for Carlisle to Kilmarnock and 45.5 mile/h thence to Glasgow.

Locomotives of the Chemin de Fer du Nord, France. 103

The locomotive of today. Chapter 1 — The boiler. 103-5. diagram

Reviews. 106

The Locomotives Suisses. Camille Barbey. Geneva: Eggimann
Switzerland: many photographs: Barbey had highly complex classification including rack rail and narrow gauge.

The  London, Brighton and South Coast Railway: its passenger services, rolling stock, etc. Cassell & Co.

Number 10 (October 1896)

Railway notes. 109

New Highland engines. 109
No. 129 Loch Maree and No. 130 Loch Fannich had been delivered. These engines are of the same class as those mentioned in our last, and have 1,200ft² of heating surface in the tubes, and 119ft² in the firebox, with a grate area of 21ft². This completed the order for twelve engines, and will, we regret to say, be the last built under Mr. Jones' supervision, that gentleman having recently resigned his position as locomotive superintendent.

New engines for the M. & G. N. J. R. 109
Sharp, Stewart & Co. had delivered seven more passenger engines of the type illustrated in our July number. They were numbered 51 to 57. Eight new goods engines, Nos. 58 to 65, had also been built this year for the joint line by Neilson & Co., and had six wheels coupled 5-ft. 2-in in diameter, and cylinders 18-in. by 26-in.

Fast running on the Caledonian. 109.
On 27 August 1896 the Postal Express was run from Perth to Aberdeen by engine No. 724 with Driver John Soutar in 89 minutes and on 28 August with No. 725 driven by Alec Mitchell did the run in 84 minutes. The distance was 89 miles 65 chains..

G.N.R. locomotives. 109
Fifteen of the six-wheels coupled goods engines mentioned in our July number had been completed by Dubs & Co. These had 5-ft. 1-in. wheels and cylinders 17½-in. by 26-in. Fifteen six-wheels coupled saddle tank engines had also just been built for this Company by Neilson & Co., and were numbered from 1046 to 1060, their wheels being 4-ft. 7-in., and their cylinders 18-in. by 26-in. Some of the latter were fitted with condensing apparatus.

Latest Midland engines. 109
Five new express engines of the 2183 class, having 7-ft. coupled drivers, and cylinders 18½-in. by 26-in. had been turned out from their Derby Works by the Midland Company. Their numbers were 156 to 160.

The March accident. 109
In the fatal collision, which took place on the G. E. R. at March on the 23rd ult. [September 1896], the engines involved were No. 478, shunting the through coaches from the Harwich to the Peterboro' train, and No. 460 on the Hunstanton Excursion train.

The M. S. & L. R. Extension to London. 109
Great progress has been made with the works on this railway. In view of its near completion, a new title is contemplated, and a fresh and more attractive style of decoration for the rolling stock is on trial. Engine No. 694 and three new bogie cars have been painted a silver green on one side with a view of forming an opinion as to their appearance. In connection with. the colour oi M. S. & L. stock, 'we note that engine No. 15 has recently been painted black with red lines, with gilt initials, shaded with blue, on the tank sides. .

The locomotive history of the London Brighton and South Coast Railway. 110-12. 4 illustrations (line drawings: side elevations)

The colours of locomotives, carriages and wagons.  112

The locomotives of the South Devon Railway. 112-113. 2 illustrations (line drawings: side elevations)
J.B.N. Ashford was the author see his obituary in Locomotive Mag., 1926, 32, 7

"Wind cutters" for locomotives. 114

New express locomotives, North Eastern Railway. 117. illustration
Wilson Worsdell 4-4-0 with 7ft 7¼in coupled wheels. Nos. 1869 and 1870.

The Gould central coupler and vestibule. 118 + plate. 2 diagrams
Marketed in Britain by W.S. Laycock

An armoured railway train. 118-19.

Locomotives of the Chemin de Fer du Nord, France. 119

The locomotive of today. Chapter 1 — The boiler. 119-21

Number 11 (November 1896)

Railway notes. 125.

London Brighton & South Coast Railway. 125
Four new four-coupled bogie express engines had left the Brighton shops; numbered and named: Nos. 310 John Fowler, 320 Rastrick, 321 John Rennie, and 322 G.P. Bidder, and all stationed at Portsmouth. The Rastrick No. 320, is fitted with Fay's slide valves, an American invention, first introduced on the Boston and Albany Railroad; passag-es are provided which are opened and closed by the slide valve, to pass steam from one side of the pistons to the other, to prevent the undue compression which takes place when the valve gear is well notched up for fast running. The four engines mentioned, as well as Nos. 317 and 318, have air reversing gear and larger tenders than the previous engines of same class, Nos. 314-316

New G.W.R. engine. 125
The ten-wheeler mentioned in our July issue had made its appearance. It had six-coupled drivers, and a four- wheeled bogie, inside cylinders and outside frames and cranks, an extended smokebox, a novel firebox, and is fitted with Serve tubes for the boiler. It had a massive and powerful appearance, and is numbered 36.

New Highland engines. 125
We regret havmg stated in error in our last number that there were only 12 of the new express engines, whereas there are 15. The names and numbers of the last three were: 131 Loch Shin, 132 Loch Naver, and 133 Loch Laachal. Peter Drummond, late Works Manager at St. Rollox shops, Caledonian Railway, had been appointed to succeed Jones as locomotive superintendent to the Highland Company.

G.E.R. engines. 125.
The Great Eastern Company had turned out of Stratford shops ten new mixed traffic engines, Nos. 497 to No. 506. These engines were similar to the rest of the 417 class, but were fitted with both the Westinghouse and vacuum automatic brakes, and the boilers were pressed to 160 psi. The goods engines previously bearing these numbers had been renumbered 0497 to 0506.

The Czar's special. 125
The train conveying the Czar of Russia and suite on 4 October 1896, from Ballater to Portsmouth, was hauled over the Caledonian system throughout by engines of the Dunalastair class. Two Perth engines, Nos. 723 (driver, A. Brown) and 724 (driver, J. Soutar) worked the train as far as Perth, and thence to Carlisle the engines were Nos. 728 (driver, T. Robinson) and 733 (driver, Armstrong), both of Kingmoor. The pilot engine through was a rebuilt 7-ft. coupled, No. 36 (driver, Porteous, of Aberdeen). Over the L. & N. W. portion of the route the engine was the Queen Empress, No. 2054, a long-boilered compound, and over the G.W. line two engines, Nos. 157 and 999 Sir Alexander were employed .

Our picture plate. 125.
Our plate this month (possibly missing) gives a realistic picture of an old L. & N.W.R. goods train drawing into a station thirty years ago. The absence of block signalling arrangements will be noted.

The locomotive history of the London Brighton and South Coast Railway. 126-8. 5 illustrations (line drawings: side elevations)

The locomotive of today. Chapter 1 — The boiler.

Number 12 (December 1896)

Railway notes. 141

With this number we close the first and last volume of Moore's Monthly Magazine. Its success has more than exceeded our utmost expectations, and has fully justified us in attempting the publication of a far more comprehensive journal. With the New Year we commence Vol. 2 as The Locomotive Magazine, and whilst thanking, the thousands of readers who have subscribed to Vol. 1, we ask a continuance of their co-operation for the new journal. The locomotive erecting shop, as well as the carriage shops, will have our attention in the future, in addition to the other notes of interest on railway rolling stock we have been in the habit of giving. We shall at all times be pleased to receive authentic information from any of our readers regarding fresh developments in our country's railways.

New L.B. & S.C. engines. 141
Company added to their locomotive stock two more bogie tanks of the 363 class; built at Brighton, numbered and named 397 Bexhill, and 398 Haslemere.

New S.E.R. train. 141
A new train on the car system turned out; carried on bogies throughout, lighted by electricity, and warmed with hot water. The cars are first, second and third-class, and will run between London and Hastings.

New Caledonian goods engines. 141.
Company putting to work new six-coupled goods engines similar to the 700 class in external appearance, but having the motion plate at the back end instead of in the middle of the slide bars. They are fitted with the Westinghouse brakes for working excursion trains when required, and the numbers of those out are 572 to 575, 713 to 720, and 736 to 739.

L.D. & E.C.R. 141
This railway, connecting Chesterfield with Lincoln, was opened on Thursday, 19 November 1896, for goods and mineral traffic. The Company's engines are six-coupled tank engines, with a radial pair of trailing wheels, built by Kitson & Co., of Leeds.

Our picture plate. 141
A memento of a historic railway event is depicted in our plate on page 148. It shows a group of the old broad gauge tank engines of the G. W. R. awaiting their fate in the yard at Swindon, May. 1892. Old South Devon and Bristol and Exeter engines are included in a scene upon which so many railway men look back with regret.

Colours of  M.S. & L.R. stock. 141
We understand the present green of the M. S. & L. engines is to be retained, but the carriages will be painted in the future a very light green in the upper panels, with lake for the lower, and gold lines, should the paint on the few already thus coloured prove sufficiently durable.

The locomotive history of the London Brighton and South Coast Railway. 142-4. 4 illustrations (line drawings: side elevations)

The colours of locomotives, carriages & wagons. 144
North Staffordshire Railway: locomotives dark chocolate colour. Carriages dark chocolate brown lower panels; white above centre line; freight vehicles dark-red brown.

Metropolitan locomotives: the earlier types.  144-6. 2 illustrations

Corridor sleeping car train. 146
Being built at Wolverton for West Coast service

Awaiting their fate. 148
Photograph by J.S.Protheroe

New engines for the Metropolitan Railway. 149-50. illustration
Nos. 77 and 78 (former illustrated) built at the Neasden Works for the Aylebury extension by T.F. Clark, locomotive superintendent: 0-4-4T

Locomotives of the Chemin de Fer du Nord, France. 150. illustration (line drawing)
Designed by Wilhelm Engerth and was a combined four-coupled locomotive  with a tender articulated to it and with an undriven axle ahead of the firebox

A National Railway Museum. 150
Letters from G.A. Sekon and F.W. Brewer

Across the U.S.A. by rail. 150-1.

L. & S. W. R. engine No. 185, formerly named "Alexandra," has iust been turned out from Kine Elms with the name ·taken off.

The locomotive of today. Chapter 1 — The boiler. 152-4. diagram